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J UiVlTl'D STATK8.()F AMERICA, f 



LETTER OF THE PRESIDENT 

OP THE 
V 

J^Mlaclelphia, Wilmington & Baltimore 

RAILROAD COMPAISY 

TO 

THE SECRETARY OF WAR, 



IN REFERENCE TO 



IMPROVED FACILITIES OF TRANSPORTATION BETWEEN 
NEW YORK AND WASHINGTON, 

TOGETHEK WITH SOME 

OTHER DOCUMENTS 

RELATING TO THE SAME SUBJECT, AND 

LETTERS AND PAPERS 

SHOWING THE NATURE OF THE SERVICES RENDERED THE GOVERNMENT 

BY THE AFORESAID RAILROAD AT THE BREAKING OUT 

OF THE REBELLION. 




WASHINGTON : 
HENRY POLKINHORN, PRINTER. 

1862. 



^ 



Y^^ 



Office Philadelphia, Wilmington, and 
Baltimore Eailroad Company, 

Philadelphia, March 10, 1862. 

To the Honorable Edwin M. Stanton, 

Secretary of War: 

Sir : I have the honor to acknowledge the receipt of a let- 
ter from the War Department, dated January 18, 1862, en- 
closing copy of a resolution of the House of Representatives, 
of January 15th, and asking me to furnish such views on the 
subject as will enable the Department to answer the call. 

A severe domestic affliction, and numerous pressing en- 
gagements, have prevented an earlier compliance with the 
request, and I now avail myself of the first opportunity to 
give such views as suggest themselves to me. 

The portions of the resolution which interest the road over 
which I preside, are those that relate to " a side track be- 
tween Bristol and Chester, in Pennsylvania, through West 
Philadelphia; and also for the construction of a side track 
from Back River to the Relay House, in Maryland, through 
West Baltimore ;" and " furthermore, that he be directed to 
invite propositions for the construction of a distinct and di- 
rect road from New York to Washington." 

I presume that what is intended by the resolution, is to A 



ascertain which is the shortest and most expeditious route 
between New York and Washington, and on what terms 
such a route can be used for Government purposes, and I 
therefore proceed at once to give my views upon the subject. 
First. It is not necessary to construct the whole of the 
route from Bristol to Chester, through West Philadelphia, as 
a considerable portion of the present road can be used with- 
out any change of route. The proper route for such a tracli 
is to leave the Philadelphia and Trenton Eailroad near or at 
Frankford, and thence pass through West Philadelphia to a 
point on the Philadelphia, Wilmington and Baltimore Pail- 
road near Gray's Ferry. This route would present much less 
of new road to be built than that indicated in the resolution, 
would be much less expensive, and could be constructed in 
a much shorter time. Nearly the whole of this route is now 
projected and authorized to be built by the Legislature of 
Pennsylvania. Means have also been provided to construct 
it, jointly, by the Pennsylvania Railroad, the Philadelphia and 
Reading Railroad, and the Philadelphia, Wilmington, and 
Baltimore Railroad. It is called the Junction Eailroad, and 
will connect the three roads above mentioned, so that cars 
and engines can pass from one to the other without change ; 
and as the Philadelphia and Reading, and Philadelphia and 
Trenton Railroads cross each other near Richmond, in the 
northerly part of the city of Philadelphia, a connection be- 
tween these two roads can easily be made at the crossing 
aforesaid. This will secure a continuous and unbroken track 
between New York and Washington, which could be im- 
proved still further by leaving the Philadelphia and Trenton 
Railroad at or near Frankford, and joining the Reading Rail- 



road near the summit between Richmond and the Schuylkill 
River, as before indicated, if it were thought advisable to 
make the expenditure. The latter would be the most expe- 
ditious way of getting through the city of Philadelphia, and 
would doubtless best answer the purposes of the Government. 
There is another mode in which a continuous line will be 
provided and put in operation in a month or two at the 
farthest, and that is by a ferry-boat, sufficiently ample to 
take on deck a whole train of cars, runuuig from Washing- 
ton street wharf, in Philadelphia, to Camden, in New Jersey. 
This will be a very expeditious route for both freight and 
passengers, and can be put in operation in a shorter time by 
far than the other route referred to, as nearly all the prepa- 
rations are already made, and the balance will be perfected 
as soon as possible. 

The second branch of the inquiry which I propose to con- 
sider, relates to the route through West Baltimore, to con- 
nect the Philadelphia, Wilmington, and Baltimore Railroad 
with the Washington Branch Railroad, at or near the Relay 
House. 

Such a route would be a very costly one to build and op- 
erate, requiring extensive masonry, heavy cuts and fills, 
consuming much time in its construction, rendering neces- 
sary high grades, and thus enhancing the expense of oper- 
ating and maintaining the route after its construction. A 
much better and more feasible route, in my opinion, would 
be by a ferry-boat from Canton to Locust Point, in Balti- 
more, so constructed as to transfer, on deck, from one point 
to the other, a whole train of cars at once. This route 
could be operated as expeditiously as the one proposed 



tlirough West Baltimore, and it could be built at not pro- 
bably more than ten or twelve per cent, of tlie cost, and it 
would be available at all seasons of the year. With a view 
of obtaining the best information I could upon the subject, 
I addressed a note (marked A) to Benjamin H. Latrobe> 
Esq., a distinguished civil engineer of Baltimore, and append 
his answer for your information (marked B.) 

The last branch of the inquiry relates to an independent 
and direct road between New York and A\^ashino;ton. In 
reference to this, I may say that the present route through 
Philadelphia and Baltimore, is the only direct route that is 
practicable. It varies but little from an air line, and that only 
where such variation is necessary to keep tlieroadou fast land, 
and avoid running many miles in the waters of the Chesa- 
jieake. A straight line between these two cities would pass 
along and through the waters of this ba}^, from a point con- 
siderably east of the Susquehanna River, to a point west of 
Baltimore, a distance of more than forty miles, and would 
therefore be entirely impracticable. The nearest approach, 
therefore, to a straight line that can be attained, is the pre- 
sent route, passing through Philadelphia and Baltimore, 
Any route avoiding those cities would be longer than the 
present, and as it could obtain and would be obliged to rely 
upon a part only of the through business between New 
York and Washington, and as it could not accommodate 
the local and through business between Philadelphia, Balti- 
more, and Washington, it would be very unproductive to 
its proprietors if they were individuals, still more so if they 
were the Government. 

Obviously, the better way for all concerned would be to 



perfect tlie present route, by making close and reliable con- 
nections at Philadelphia and Baltimore. And in order to 
avoid municipal restrictions, which are often annoying and 
vexatious to the public, while they redound to the benefit of 
no one, it would be well, in my estimation, for Congress to 
declare the entire route between New York and Washing- 
ton a post .route, to be operated by steam all the way, and 
that in the most expeditious manner known to modern engi- 
neering, consistent with safety, through the cities. The sev- 
eral companies should be thus vested with the authority to 
make the connections by steam, and should be required by 
the Government to make them. This would give the Gov- 
ernment all the expedition they could desire, and thus aided 
by Congress, not with money, but only with authority to do 
what otherwise they might be unable to do. The present 
railroads could and would do all the business of the Gov- 
ernment more economically and expeditiously than any new 
and independent road could do the same. 

The rates now charged the Government for the transpor- 
tation of freight and passengers between New York and 
Baltimore do not average two-thirds of those charged the 
public for the same services, and when it is recollected that 
the business of the public is constant and in both directions, 
while that of the Government is spasmodic and generally in 
one direction, requiring empty trains one way and a large 
surplus of cars at times, in order to be always ready, it will 
be seen that the rates charged the Government are liberal 
on the part of the railroad, and that no road could live and 
pay dividends on such rates if they had not other and more 
profitable business to rely upon. 



The present business between New York and Washing- 
ton is not a natural and permanent business. It is one that 
has grown up in consequence of the war, and is dependent 
upon the war for its present magnitude. Whenever the 
Government puts down the rebellion, and it is to be hoped it 
will succeed in doing this speedily, the business between 
New York and Washington will subside to its ordinary 
dimensions. Such a business is only adequate to the sup- 
port of one line of railroad. If it were divided between 
two, it would furnish hardly enough to keep them both in 
good running order, thus sinking and rendering valueless 
the capital now invested in the present line, and ruining, 
pecuniarily, those who would be tempted to invest in the 
new and independent line, 

I have presumed all along that the Government do not 
desire, and that it is not for its interest to embark in inter- 
nal improvements unless a strong military necessity for the 
same exists. That none such exists, or can exist, between 
New York and Washington, is proven from the fact that 
the present line has always transported all the troops and 
supplies that the Government has required, without delay, 
and at less rates than an independent or Government road 
could have done. The present line has, since the war com- 
menced, largely increased its means of transportation, is 
now ready, and will always hold itself ready, to transport 
all the Government may desire promptly, reasonably, and, 
if necessary, to the exclusion of its regular business. 

In conclusion, I can only add that the railroad line which 
I represent has ever been ready to aid the Government 
with all the resources at its command in its hour of need, 



9 

and it now stands ready promptly to adopt any improve- 
ments calculated to facilitate the business of the Government 
and the country. It does not ask nor expect any pecuniary 
aid, but only suggests that Congress shall give such legisla- 
tive aid as will enable it to make such conuections, in and 
through the several cities, as the necessities of the case may 
require. 

I have the honor to be, 

Your obedient servant, 

S. M. FELTON, 
President P., W. & B. R. R. 



"A" 
P.. W. & B. E. R. Office, 

Philadelphia, February 7, 1862. 
B?:nj. H. Latrobe, Esq., Baltimore. 

Dear Sir: Will you be good enough to give me your 
opinion, as an engineer, of the practicability of making a 
railroad connection between our road, at or near Back River, 
or any point between there and Canton, and the Washing- 
ton Branch Railroad, through West Baltimore, striking the 
Washington Branch at the most feasible point between the 
citv and the Relay House ; and will you also, as an engineer, 
give me your opinion of the feasibility of a connection be- 
tween Canton and Locust Point by a ferry-boat of sufficient 
size to take on a whole train of passenger or freight cars. 

Please give me the foregoing information in writing as 
soon as you conveniently can. 

Yours, truly, 

S. M. FELTON, Pres'L 
2 



10 

"B" 

Pittsburg, February 11, 1862. 
S. M. Felton, Esq., Philadelphta. 

Dear Sir: Your note of the 7tli instant lias been for- 
warded to me from Baltimore, and I reply with pleasure to 
its inquiries respecting the practicable railroad connections 
between the Philadelphia & Baltimore and the Baltimore k 
Washington Eailroads, in and around Baltimore. 

Were I at home I could answer more in detail, for I should 
there have reports and maps at hand, but without their aid 
I can express decided opinions upon the subject. 

First. As to routes around Baltimore, avoiding the im- 
proved parts of the city, so as to be able to run trains at 
speed by locomotive power. The best line for such a route 
would be obtained by leaving your present road at the 
"Orange Farm," about two miles east of your bridge over 
" Harris Creek," and then falling into the line of the North- 
ern Central Eailroad extension and pursuing that road to a 
point a little north of the Bolton Depot, where you Avould 
leave it and ascend a valley back of the Mount Hope Insane 
Asylum, which would lead along the northern boundary of 
the city to near its north-western corner, whence turning 
south along the western boundary you would reach the Bal- 
timore & Ohio Eailroad at or near the Carrolton Viaduct 
and at^the junction of the Locust Point branch of that 
road. Or, if a line entirely independent of the Northern 
Central Eailroad location were desired, a more circuitous 
route would have to be pursued over ground to the east and 
north of that road from the point of departure from your 
present road to where you would cross the Northern Central 



11 

Kailroad beyond tlie Bolton Depot, as above mentioned. 
This more circuitous route, carrying your line around tlie 
Baltimore Cemetery, and also tlie Greenmount Cemetery, 
would involve some strong grades and expensive excava- 
tions and embankments. Upon the shortest of these routes 
you would not avoid the construction of some eight or nine 
miles of road, as well as, without maps and measurements, 
I am able to judge — the existing route through this city be- 
tween the same points being about six miles. 

Second. As to a ferry to connect the Philadelphia Eailroad, 
at Canton, with the Baltimore & Ohio Eailroad, at Locust 
Point, using a steamboat of suf&cient size to take over at 
once an entire train of passenger and freight cars. This 
alternative to the circuitous route of eight or nine miles 
around the city is, in my judgment, altogether feasible and 
possessed of superior commendations, No one is so well able 
to speak of the working of such a ferry as yourself, whose 
experience of long years at the Susquehanna has demonstrated 
its success. The harbor of Baltimore, with its slight variation 
in tide levels, its entire freedom from gorged or grounded ice, 
and its sheltered position from winds presents a much more 
favorable field for the operation of such a boat than Havre 
de Grace. The frequent passage upon her own track of a 
vessel of the required size and power would go far toward 
keeping the lower harbor free of ice, while in the intervals 
of her regular trips she might be employed as an ice-breaker 
for the port, A suitable boat, built with great strength and 
propelling power, but in other respects of the plainest finish, 
would not cost probably more than ten or twelve per cent, 
of the cost of the railwav of eight or nine miles arouud the 



12 

city, wliich would be an expensive work in all respects, and 
especially damages to property, 

B}' suitable arrangements at the wharves on the op])osite 
sides of the harbor, the cars could be run on and off the boat 
with trifling loss of time, so as to enable the railroad com- 
panies to convey their passengers directly through the city on 
this route in a shorter time than by the route around the 
city over the high grades of that line. These are my ///;- 
pressioits of the comparative advantages of tlie two modes of 
connecting the railways, and I regret that I have not within 
reach the means of making closer comparisons. I shall be 
glad if the views I have thus hastily thrown out should be of 
any service to you in your consideration of the question 
which may be before you. I expect to return to Baltimore 
in a week or two, and if you wish it I will look more care- 
fully into the subject, with the data there at my disposal. 
I am, dear sir, with much respect, yours, 

BENJ'N H. LATEOBE. 



M'tract from, letter of Benjainin S. Lalrohe to S. M. Fclton, 
dated Baltimore, February 26, 1862. 
" In answer to your inquiries respecting the alternative 
' modes of railway connections between your road and the 
' Baltimore k Ohio Road, at Baltimore, I addressed you a 
'letter from Pittsburg, on tlie 11th instant, which I hope 
'you i-cceived. 1 returned here yesterday, and upon exam- 
' iniiig maps and other data in my possession, I find that I 
' was not very much out of the way in my estimate of dis- 
' tances, grades, &c. The route around the city, leaving at 



13 

' the ' Orange Farm' summit and falling into the Northern 
' Central Eailroad line, would he 8f miles long, nearly, and 
' require grades not less than 80 feet per mile. The route 
' between the same points, viz : beginning two miles east of 
'your Canton property and ending at the Carrolton Viaduct 
'of the Baltimore & Ohio Eailroad, and near the Locust 
' Point junction, would be 7^ miles, including the ferry across 
'the harbor. Your steamboat, I think, should be long 
' enough to let your whole train of passenger cars stand on 
'the middle track. I came from Philadelphia yesterday, 
' (was there too short a time to see you,) and for the first time 
' crossed with the train on the boat. The oi^eration was well 
' performed, but owing to the division of the train took more 
'time. Your boat is really a floating bridge, and I think 
' the best you can ever have there." 



RAILROAD FACILITIES BETWEEN NEW YORK AND WASHINGTON. 

The resolution of the House of Representatives of Janu- 
ary 15th, called on the Secretary of War for information as 
to the means of establishing a speedy and direct route be- 
tween New York and Washington. 

The objects aimed at are speed and directness. 

There will be no question that Congress may exercise its 
powers to attain these objects, for both military and postal 
purposes, to such an extent as it may deem necessary. 

To this end it may aid existing routes by the grant of ad- 
ditional powers, or of money ; or it may, as the resolution 
suggests, construct, as a government route, an entirely dis- 
tinct route; or it may, either for a temporary exigency, or 



14 

permanentl}^ take possession of existing roads, and the 
private property belonging to them, paying to the owners a 
fair and just compensation. 

The well established policy of the Government, however, 
will forbid the exercise of any of these high and extreme 
powers, unless it be demanded by a necessity which justifies 
a departure from that policy. 

Private enterprise has always proved to be the best pro- 
moter of public interests in all matters of a business charac- 
ter, and the interference of Government, as a general rule, 
has been only mischievous. 

For a considerable period the Government did make 
appropriations of money to promote internal improvements ; 
but that policy was long since, after great discussion, finally 
abandoned, and it has not been returned to in any degree, 
except by grants of public lands along railroad routes, where 
the purpose of Congress was to increase the value of its owai 
remaining adjacent lands, and in such cases the grants were 
made to the States, and not to a corporation of private 
citizens. 

So well settled is the })rinciple that private enterprise is 
the best judge of what is demanded by the business interests 
of the community, that it may be safely inferred that where 
a railroad, or other similar work, is not established by this 
enterprise, it is neither wanted, nor will it be successful or 
profitable. 

The aid, therefore, which the Government may be called 
on to lend to such a work, is only needed to give vitality to 
a concern which cannot sustain itself, and money loaned 
upon such security would, in all probability, prove to be 



15 

a permanent non-paying investment; and it would be a 
most dangerous precedent for Congress, at this day, to yield 
to a clamor for sucli kind of appropriations. There would 
be no limit to such calls. 

Whatever may be necessary for the support and carrying 
on of Government, Congress should do. Everything else 
should be left to the unrestricted and unsupported compe- 
tition of individuals and corporations. 

The inquiry in this case, then, will be : 1st, Whether there 
exists such an exigency as that, for either postal or war pur- 
poses, it is necessary for Congress to exercise its powers upon 
the routes between New York and Washington? 2d, In 
what form and to what extent it shall be done ? 

The existing direct route through Philadelphia and Balti- 
more is as nearly an air-line as any road of such length can 
be built. 

It passes through the great cities, and a populous region, 
affording business facilities to a larger population than any 
other road of equal length in the country. 

The companies owning the route have been long estab- 
lished, and are known to have a financial ability equal to 
any demand. 

The roads are thoroughly built, and are equipped with an 
amount of rolling stock adapted to the business greater than 
any other line in the country. They have been managed 
with skill, and a due regard for the safety of persons and 
property. No other route has a record more free from acci- 
dents, in pi'oportion to numbers. 

They have, it is true, some serious difficulties to surmount 
in the privileges, which are withheld from them by munici- 



16 

pal regulations, in making these connections, in passing 
through the cities of Philadelphia and Baltimore. These 
difficulties the companies have long and earnestly sought to 
have removed ; but the want of sufficient power, from the 
States creating the corporations, has hitherto made their 
efforts unsuccessfid, although many improvements have been 
accomplished for increasing the public accommodation. 

With the exception of the time lost in the transmission of 
passengers and freight through these cities, the rate of speed 
upon the whole line has been equal to that of the first-class 
roads in all parts of the country. 

Congress alone has the power to enable the companies to 
overcome those difficulties ; and if it be necessary for the 
military or postal purposes of the Government to obtain a 
greater rate of speed, Congress can now, without the appro- 
priation of a single dollar of public money, accomplish that 
end. 

The report of the Committee on Roads and Canals, which 
accompanies a ])roj)Osed bill for the loan of the Government 
credit to a corporation of citizens, known as the Reading and 
Columbia Railroad, has attempted to show that the present 
facilities for transportation of passengers, freight, and mails 
between New York and AVashington, are not equal to the 
necessities of the Government ; and the bill proposed is put 
forward as a measure adapted to supply the deficiencies. 

That increased facilities might be advantageously employed 
is freely admitted, and if the Government will give the au- 
thority, which alone is needed to enable the existing com- 
panies on the direct line to overcome the obstacles which 
cause the delays in Philadelphia and Baltimore, the evils 
complained of will be at once removed. 



17 

But it is not easy to see how tlie grant of Groverninent 
money, or bonds, to the Beading and Cohmibia corporation 
can tend toward the accomplishment of the purposes desired; 
namely, increased speed by a direct route. 

In the first place, it will be seen that this corporation has 
been in existence since May 19, 1857. Its charter required 
that " the company should commence said road within two 
years and complete it within ten years from the passage of 
the act." On April 15, 1858, it was compelled to ask for 
another act, extending the time for commencing and com- 
leting to five years from the expiration of the time pre- 
viously designated ; so that it is under no obligation to 
complete it till May, 1872. It is most sincerely to be hoped 
that by that time the military exigency, which is said now 
to demand greater facilities for transportation, may have 
passed away. 

Nor can it hardly escape observation that a corporation, 
which has suffered its right to construct a road of so little 
length to lay so long dormant, can not be supposed to have 
a very strong confidence in the value or success of the enter- 
prise. 

In the next place, instead of furnishing a more direct 
route, the one proposed via Beading and Columbia is fifty- 
seven miles longer than the existing one through Philadel- 
phia and Baltimore ! 

And, thirdly, as to the rate of speed which can be prop- 
erly used, the high grades which the report of the engineer 
of the Beading and Columbia company shows to be unavoid- 
able on that route, makes it wholly impossible to equal that 
of the direct route. 
3 



18 

The grade ascending South mountain is 6Q feet per mile, 
and the descent 52.8. Tlie slopes of Ephrata mountain re- 
quire 70 feet, and both the ascending and descending grade 
of Chiques' ridge require 90 feet per mile. 

In extraordinary contrast with this exhibiture, it may be 
stated that on the direct route between New York and Balti- 
more, there is only one grade exceeding 30 feet per mile for 
any considerable distance, while generally the grades are 
much less than that. 

The facts and figures showing these mountain grades on 
the Eeading and Columbia line, are taken from Mr. Lyon's 
(the engineer) report, pages 17 and 18. But they seem 
wholly to have escaped the research of the members of the 
committee who have recommended the bill, and have msti- 
tuted a comparison between tlie two routes. If they had m- 
vestigated the subject carefully enough for this purpose, 
their route, instead of being called inland, would have been 
designated as the " mountainous" route. The same gentle- 
men, in their report, make it a ground of complaint that the 
direct route is subjected to "asjjecial tax mposed hy the States 
of Neiv Jersey and Ddmvare ;" but they also failed to look 
into the Pennsylvania charter of this Heading and Columbia 
company, where they would have found the following sec- 
tion, by which Pennsylvania also reserves the right to im- 
pose a tax : 

"Section 7. That the Legislature hereby reserves the 
right, at any time, to impose such tax on tonnage passing 
over said road, as they may deem necessary to protect the 
public interests." 

The suo-o-estion that in time of insurrection or war the 



19 

direct route may be interrupted by the destruction of its 
bridges, requires but a moment's consideration. It is true 
that every railroad is liable to this trouble, whether it results 
from accident or malicious intention. The bridges of the 
Philadelphia, Wilmington, and Baltimore road, on the direct 
route, were burnt by traitorous persons in the spring of 1861 ; 
but it will not be overlooked that these bridges crossed shal- 
low streams, and were capable of easy and early reconstruc- 
tion, and through the determination of that corporation they 
were at once repaired, and made eminently useful to the Gov- 
ernment, The interior route via Harrisburg had its bridges 
destroyed at the same time of those on the direct route. The 
direct route used that part of its road that was uninjured 
between Philadelphia and Perryville, and from thence opened 
the Annapolis route and thus transported troops and supplies 
every day ; while the interior route was entirely disabled 
from April 20th to May loth, and troops sent that way were 
obliged to return to Harrisburg and thence go to Washing- 
ton via Perryville and Annapolis. From this we may infer 
what would be the condition of things if such a bridge as 
that across the Susquehanna at Wrightsville, should, either 
by accident or malice, be destroyed. It is not now capable 
of transporting a train drawn by locomotives, and cannot be 
made so at a less cost than $200,000. It is a mile and an 
eighth long, and traverses a chasm at a considerable height 
above the river. Surely no such danger surrounds any 
bridge on the direct route. 

But if the Government do, indeed, need an inland route, 
either as an alternative resource in time of war, or for the pur- 
pose of competition in business in ordinary times, it has one 



20 

already at hand, in the route which has been so freely used 
by it, via Harrisburg, during the past season, for transporta- 
tion of both troops and munitions. It is, to be sure, a few 
miles longer than the proposed experiment by Reading and 
Columbia; but every practical railroad man will say, at 
once, that by its easier grades and more favorable curves, 
more speedy transit can be secured than by the mountain 
route proposed in the bill recommended by the committee. 
The gentlemen who made the report recommending Con- 
gress to lend government money for the construction of the 
new mountain route, were not content with extolling the su- 
])erior and fascinating elements, which promise to render it 
a mine of wealth to the stockholders, as well as a most im- 
portant aid to the Government ; but they went further, and 
impeached the fidelity, as well as ability of the companies 
on the direct route, by charges against them of extortion in 
performing the services which are due, not only from indi- 
vidual citizens, but from every corporation enjoying the })ro- 
tection which the Government gives. For the purpose of 
vindicating one of these companies — namely, the P., W. & B. 
E,, R. — from any such imputation, and for this purpose alone, 
it is deemed proper to present for the consideration of Con- 
gress, and the people, the annexed documents which belong- 
to the history of the perils into which the Government was 
precipitated at the outbreak of the rebellion, in the spring 
and summer of 1861. These documents are but a few out 
of the many which might be produced ; but they will serve 
to repel any injurious imputations which interested parties 
may see fit to make. 



Papers relating to Transportation of Troops and Supplies, 
and opening of the '■'■Annapolis route' to WasJiington. 

CONTENTS. 
"A." Simon Cameron's Letter to A. Cummings, April 21, 

1861. 
No. 1. (1) S. M. Felton's Plan for Transporting Troops and 

Supplies by Annapolis Route, April 21, \N'61. 

(2) S. M. Felton's Despatch to J. Edgar Thompson. 

(3) J. Edgar Thompson's Reply to S. M. Felton. 

No. 2. Despatch from S. M. Felton to Governors of New 
York and the New England States, April 23, 1861. 

No. 3. Gen'l B. F. Butler's Letter to S. M. Felton, Annapolis, 

April 26, 1861. 
No. 4. Simon Cameron's Letter to S. M. Felton, Washington, 

April 25, 1861. 

No. 5. Gen'l B. F. Butler's Letter to Secretary of War, An- 
napolis, April 30, 1861. 

No. 6. Gov. Curtin's Circular to Railroad Companies of Penn- 
sylvania, for meeting at Harrisburg, May 27, 1861. 
No. 7. S. M. Felton's Reply to Gov. Curtin, June 3, 1861. 

No. 8. Proceedings of Railroad Meeting, Harrisburg, June 4, 
1861. 

No. 9. (1) Telegraphic Despatch from Harrisburg to Phila- 
delphia Inquirer, June 19, 1861. 

(2) S. M. Felton's Reply to above Despatch, June 20, 
1861. 

(3) W. n. Gatzmer's Reply to above Despatch, June 
20, 1861. 

No. 10. Com. DuPont's Letter to S. M. Felton, Port Royal, 
January 25, 1862. 

No. 11. Statement of N. P. Trist to S. M. Felton, December 
18, 1861. 



22 

April 21, 1861. 

Deae Sir: Yon will receive another letter from me witli 
this. We shall need supplies to a very large amount sent 
here from New York, since the interruption to purchases in 
Baltimore. They will, I think, much of them, have to come 
via Easlon, Readinrf, Hnrrishunj, and llu' re^t hij sta, via An- 
vaj oils.' 1 have called on Thomas A. Scott to take charge 
of the Railroads, and I want you to assist the Commissaries 
and Quartermasters in pushing forward their supplies, as well 
as in aiding them in making purchases at or from New York. 

We need men here without delay, and supplies should 
accompany them if possible. 

SIMON CAMEEON. 

A CUMMINGS. 



No. 1. 



Plan for the Transportation of Troops and Supplies to Wash- 
ington, presented by S. M. Felton, and approved by Gen's 
Patterson and Cadwalader, and Messrs. J. Edgar Tliomp- 
son and Edward S. Sanford, April 21, 1861 ; the day 
succeeding the opening of the Annapolis Eoute. 

First. The Pennsylvania Central, the Camden k Amboy, 
and the Philadelphia, Wilmington & Baltimore Railroads, 
the Adams Express, and the Telegraph, shall be consolidated 
to act as a unit. 

Second. The Railroad from Philadelphia to Havre de Grace 
should be garrisoned, and martial law enforced along the 
line ; also, along the route to Annapolis via the Susquehanna 
river. 



23 

Third. Batteries, commanding the Susquehanna, should be 
established at Cecil and Havre de Grace respectively. 

Fouiili. All avaihable steam vessels and other craft, ex- 
cepting those required for the immediate transportation of 
troops from Philadelphia to Annapolis, should be concen- 
trated at Cecil or Perryville, the railroad terminus at the 
Susquehanna. 

Fifth. The Garrison at Fort McHenry should prevent any 
steam vessels or other craft of a hostile character from leav- 
ing Baltimore. 

Sixth. The Government should forthwith take military 
possession of the railway line from Washington to Annapolis. 

Seventh. When sufficient troops and supplies shall be con- 
centrated at Washington, by means of the Annapolis route, 
the Government should take possession of the entire Wash- 
ington Branch of the Baltimore & Ohio Bailroad, and the 
railway line from Baltimore to Havre de Grace, and thereby 
secure a safe and speedy means of communication with 
Washington. 

Telegrams relating to the forcijoinrj Plan: 

To J. Edgar Thompson : As the Telegraph and Eailroads 
are interrupted so that we cannot communicate immediately 
with the War Department, shall we not act upon the plan 
proposed to transport troops, &c., until we can hear from the 
Department. S. M. FELTON. 

To S. M. Felton : Gen. Patterson approves the plan, and 
we can act upon it without further authority. 

J. E. THOMPSOiSr. 



24 

No. 2. 

Despatch from S. M. Felton, dated Broad and Prime streets, 
PhikuMplua, Airril 23, 1861. 

To Gov, Andrew, Boston; Gov. Morgan, New York; Gov. 

Sprague, Ehode Island ; Gov. Washburn, Maine ; Gov. 

Buckingham, Connecticut; Gov. Goodwin, New Hain}»- 

shire : 

The New York and Massachusetts Kegirnents are at 
Annapolis, but have not yet landed, in consequence of the 
resistance of the secessionists, who have possession of the 
place. The regiments are preparing to land under the pro- 
tection of the guns of the Frigate " Constitution." All avail- 
able troops and armed vessels should forthwith be despatched 
to their assistance and relief. It is imperatively necessary 
that the troops should be well armed and supplied with 
abundant ammunition and carry rations and provisions for 
an emergency. 

Above not on any account to be put into newspapers. 
No name to be used as authority. 

S. M. FELTON, 
President P., W. &/• B. Railroad. 



No. 3. 

Annapolis, A2ynl 26, 1861. 

Dear Sir: We are in want of a quantity of coal for fuel, 

also, a small lot for gas. The cars, &c., on this road are very 

poor indeed. The two engines are very ordinary, but in 

working order. I send you a report by my Colonel, who 



25 

seized the property, so that you can judge for yourself what 
our needs are. 

We do not care for the first class passenger car, but could 
do with them. Yours, 

B. F. BITTLER. 

S. M. E'elton. 



No. 4. 

War Depaetment, April 25, 1861. 
S. M. Felton, Esq., 

Dear Sir : Your letter of the 24th instant is received, and 
I hasten to express my thanks for your energetic, patriotic, 
and prompt conduct, in connection with Messrs. Thompson 
and Sanford, in pushing forward men and supplies for the 
defense of the Capital. Let me assure you that this Depart- 
ment has the highest appreciation of your meritorious con- 
duct, and that the Government will assume, fully, the pecu- 
niary responsibility which you may have incurred. 
Very respectfully, 

SIMON CAMEEON, 

Secretary of War. 



No. 5. 



Department of Annapolis, Ai>rtl 30, 1861. 
Dear Sir: I am annoyed to death with continual calls 
for passage. To check it, I have established a tariff" of $4 
(four dollars) from Washington to Perryville, except those 
upon official business, and hope the number will be limited 
by the Department, as the number now interferes with the 
4 



26 

transportation of troops. Will you allow me to suggest tliat 
we are getting yeoman service from S. M. Felton, Esq., Presi- 
dent of the Philadelphia, "Wilmington & Baltimore Railroad ? 
Will you not, by an order, put the whole matter of transpor- 
tation by this line under his direction, subject to my order 
for military purposes ? Mr. Felton took the responsibility 
to give me the sole charge of the "Maryland" steamer, by 
means of which alone a landing could be effected. He is 
as efficient and true as steel. I am constructing a short piece 
of railroad for the connection of tide-water with Washing- 
ton. I have most of the material now, and trust to be able 
to have it in order in ten days. 

Respectfully, your obedient servant, 

BFNJ. F. BUTLER, 
Brig. GtnU, Coinnianding. 
The Secretary of War. 



No. 6. 
Head-Quarters, Prnn'a Militia, 

IIarrisburg, May 27, 1861. 
To S. n. Feltox, Esq., 

Pres't P., W. ci- B. B. R. Co. 
Sir: Will you send a representative of your road to meet 
like representatives from other railroads in the State, on 
Tuesday cext, June 4th, at 3 o'clock p. m., in the Chamber 
of the House of Representatives, to fix upon prices for the 
transportation of troops and munitions of war, to arrange for 
the more speedy settling of accounts, and to facilitate the 
operations of the State in this important crisis ? 
By order of the Commander-in-Chief. 

JOHN A. WRIGHT, Aid-de-Camp. 



27 

No. 7. 

Phila., AA^ilmington & Baltimore E. R. Co., 

Philadelphia, June 3, 1861. 

Sir : Having been absent some days, I have just received 
yours of the 20th ult,, requesting that this road may be 
represented at a meeting to be held at Harrisburg to-mor- 
row. We have already, however, arranged with the War 
Department for "prices for transportation of troops and 
munitions," on account of the United States, and cannot 
well fix any different rates for transportation ordered by the 
Commonwealth. AVe propose to charge for troops, in num- 
bers of fifty or more, at one time, at the rate of two dollars 
each between Philadelphia and Baltimore (or two-thirds of 
full fare.) Sick, wounded, or discharged soldiers, presenting 
an order from the Department for passage as such, will be 
carried at the above rates, even in small parties or singly, 
from Baltimore northward. Freight for the United States, 
between Philadelphia and Baltimore and any stations, we 
charge our regular local rates ; between Philadelphia or New 
York and Washington, a rate giving us about two-thirds of 
local rates on an average of the different classes of freight. 
We shall be happy to carry out any arrangement looking to 
the more speedy settlement of accounts; or for facilitating 
the operations of the State in any way. 

S. M. FELTON, 
PresH P., W. & B. B. JR. Co. 

Per E. Q. Sewall, Jr. 

His Excellency A. G. Curtin, 
Marrishurg. 



28 

No. 8. 
[From Philadelphia Inquirer of June 7th, 1861.] 



niPORTAXT MEETING OF RAILROAD OFFICERS. 

At a meeting of officers of the several railroads of the 
State, called by the Governor of Pennsjdvania, at Harris- 
burg, and held in the hall of the House of Representatives, 
on Tuesday, the 4th of June, the following roads were rep- 
resented, viz: 

Cunibt'ilaiul Viillcy Railroad, by Judge Watts, Presid(>nt. 

Scluiylkill and .Susquehanna, by Mr. Trac-y, Supcrintmident. 

Pennsylvania Railroad, by Enoch Lewis, Superintendent. 

Philadelphia and Reading Railroad, by G. A. Nichols, Superintendent. 

Pittsburg, F<n-t Wayne and Chieago Railroad, by (f. C. llathaway, Ag't. 

D., S. and Western Railroad, by John Brisbrin, Sujjerintendent. 

Belvidere and Delaware Railroad, by Mr. Welsh, Eng'r and Sup't. 

Philadelphia and Trenton Railroad, by V. L. Bradford, President. 

L. and Blooms Railroad, by Mr. Isley, Superintendent. 

Philadelphia and Erie Railroad, by E. F. (Jay, Vice-President. 

Northern Pennsylvania Railroad, \>y A. Roberts, Eng'r and Suji't. 

•Northern Central Railroad, by Mr. Clark, Sui)erintendent. 

Hanover Branch Railroad, by Mr. (iithberger, Sujx'rintcuident. 

Lake Shore Railroad, by Mr. Nottingham, Superintendent. 

Gettysburg Railroad, by Mr. Willis, Secretary. 

Lehigh Valley Railroad, by Mr. Sayres, Superintendent. 

West Chester and Philadtdphia Railroad, by Mr. Hickman, President. 

Norristown and (Termantown Railroad, by II. K. Suuth, Superintendent. 

East Pennsylvania Railroad, by E. C. Clymcn-, President. 

Elniira and Williamsport Railroad, by Thomas KimbiM-, President. 

Catawissa Railroad, by T. Ilaskins DuPuy, President. 

Mr. John A. Wright, aid to the Governoi', in the chair, 
called the meeting to order, when ]\Ii". DuPuy, of the Cata- 
wissa road, was appointed Secretary. 

The question propounded by the chairman: "Is there 
any provision in the charter of your company making special 
rates of fare and freight for the transportation of troops and 
niuuitious vi' war, whenever called upon, for the purpose of 



29 

suppressing insurrections or repelling invasion?" The 
general opinion expressed Avas, with but few exceptions, 
that there was not. 

The following resolution was then offered bv Judge Watts, 
viz : 

Resolved, That the settlements of all accounts for trans- 
portation and freight upon the railroads of Pennsylvania, 
to be settled with the State, the charges should be at a re- 
duction of 33|- per cent, for transporting passengers ; and 
that for freight the charges shall be according to their respec- 
tive taritf of rates. 

Provided, That no company be required to reduce their 
charges for passengers below two cents per mile. 

The vote on this resolution being as follows, viz : 

Yeas — Messrs. Watts, Tracy, Nichols, Hathaway, Brad- 
ford, Koberts, Githberger, Willis, Nottingham, Sayers, Cly- 
mer — 11. 

Naijs — Messrs. Lewis, Brisbin, Isley, Gay, Clark, Hick- 
man, Smith, and Kimber — 8. 

Messrs. Welsh and DuPuy not voting. 

The resolution was announced as carried, and sent to the 
Governor for approval. (The chairman read to the meeting 
General Order No. 2 of Maj. Gen. McCall.) 

•»• * -K- * * * * 

On motion of Mr. Nichols the vote on the resolution pre- 
sented by Judge Watts was reconsidered — yeas 15, nays 5. 

On motion of Mr. Willis the proviso in Judge Watts' res- 
olution, as previously presented, was stricken out — yeas 9, 
nays 7. The resolution, as amended, then read as follows ; 

Resolved,, That the settlement of all accounts for freight 
and transportation upon the railroads of Pennsylvania, to be 



30 

settled ^yitll the State, the charges should be at a reduc- 
tion of 33J per cent, on their local freight for transporting 
passengers, and that for freight the charges shall be accord- 
ing to their respective tariff of rates, which was passed — 
yeas 11, nays 7. 

On motion of Mr. Smith, who voted in the negative, it 
was resolved, that the vote be considered unanimous in the 
aflirraative — carried. 

Mr. Clymer presented a resolution that the railroads here 
represented carry the wives of soldiers visiting their hus- 
bands in camps free of charge, which was declared out of 
order, 

Mr. Gay presented the following resolve : 

That receiving roads shall get an order from the State, 
settle with the other roads, and make arrangements with 
other roads for transportation : which was afterwards with- 
drawn, as the resolution of Judge Watts, already adopted, 
Avas deemed suflicient. 

On motion of Mr. Gray, the meeting adjourned sine die. 

J. HASKINS DuPUY, S'c'y. 

Hareisburg, June 4, 1861. 



No. y. 

\_Frorii Philadelphia Inquirer of Jtuie 19, 1861.] 
(1) LARGE PREPARATIONS FOR CARRYING TROOPS — FIFTY CAR 
LOADS A DAY FROM NEW YORK — SPECIAL DESPATCH 
FROM HARRISBURG. 

June 18, 1861. — Arrangements have been made to-day, 
by which the New York and New England troops will be 
carried through to Baltimore over the Lebanon Valley and 



31 



Northern Central Railroad at the rate of twenty-five car- 
loads per day. The same number will go over the Camden 
& Amboy and Philadelphia & Wilmington Railroads. — 
Twenty-five car-loads is said to be the utmost capacity of 
the Philadelphia route. 



l^From Philadelphia Inquirer, June 20, 1861.] 
(2) Answer. 

P., W. & B. R. R. Co., Thurlow, June 20, 1861. 

Editors of Philadelphia Inquirer : 

I see by your paper of this morning that you give the 
capacity of our road for carrying troops at twenty -five car- 
loads per day. We have never yet been put to our highest 
capacity by the Government, and have carried ninety car- 
loads per day. We can take one hundred car-loads every 
twelve hours, or two hundred car-loads per day, if desirable 
or necessary to send that number. 

S. M. FELTON, 
PresH P., W. & B. R. R. 



l^From Pliiladelphia Inquirer, June 20, 1861.] 
The Transportation of Troops. 

Office Camden & Amboy R. R. & T. Co., 
(3) Philadelphia, June 19, 1861. 

Editors Philadelphia Inquirer : 

The Harrisburg despatch in the Inquirer of this morning 
is calculated to do us and the city of Philadelphia great in- 
justice. Troops taking the route via Lebanon Valley Road 



32 

are subject to the fatigue of traveling eighty miles flirther to 
reach Baltimore or Washington than by the route via Phil- 
adelphia. It is an error in saying that our capacity is lim- 
ited to twenty-five cars. Our capacity is not less than three 
times that number of first-class cars, and, if we use second- 
class also, will greatly exceed that number, and, if required, 
could start from New York four or five regiments at a time. 
To-day, I understand two regiments were started from New 
York via Philadelphia, at o p. ni., and another will start at 
p. m. 

Yours, truly, 

W. H. GATZMEK. 



No. 10. 

Flagship Wabash, 
Port Eoyal, Januanj 25, 1862. 

Dear Sm: I received some time since your favor of 2Gth 
December, and owe you an apology for not sooner acknowl- 
edging it. I trust, however, that what I have to say in 
reply, if of any moment, may still be in time. You state, 
" as you know a good deal of what avc did for the Govern- 
' ment in opening the Annapolis route, and furnishing and 
' forwarding supplies, will you please give me your recollec- 
' tions, as much in detail as your numerous engagements will 
' allow, so that I may use the statement before the committee. 
'I only desire that we shall be placed before Congress in 
'such a position as the facts will justify.' 

It is not only my duty to reply fully to the inquiry, but I 
am pleased at tlie opportunity of bearing my testimony to 
the patriotic zeal and energy which governed the Philadel- 



33 

phia, Wilmington & Baltimore Eailroad Company, under 
your presidency, during one of the darkest hours of our 
national struggle, when Baltimore had risen and Washing- 
ton was in peril. 

My official station at that time, as commandant of the 
Philadelphia Navy Yard, brought me much in relation with 
you, thus aftbrdiug me the opportunity of acquiring personal 
knowledge of your operations. As to the opening of the 
Annapolis route, it was entirel}' of your own planning, and 
I remember all the circumstances which led to it. 

I had returned late at night from a day of arduous 
labor at the Navy Yard, in despatching the "Keystone 
State" to help save the vessels of war at Norfolk, to the 
La Pierre House, where I met you, when you asked me to 
accompany you to see General Butler, who had arrived in 
the evening with the Massachusetts 8th Regiment. 

On seeing the General, you informed him that you had 
received a telegram from Governor Hicks, requesting you 
to send no more troops through Baltimore. General Butler 
promptly replied, "if Colonel Lefferts (the New York 7th 
had also arrived in Philadelphia) will join me, we will fight 
our way through." You then told the General that you 
expected to hear at any moment that the bridges had been 
burned, (which did occur,) and that you had come to propose 
forwarding him and his regiment by way of Annapolis, em- 
ploying the Company's large ferry-boat for that purpose. 
You then mentioned the object you had in asking me to 
accompany you, that I might give General Butler accurate 
information as to his landing at Annapolis, adding that you 
5 



34 

had intelligence from Washington, from reliable sources, 
which represented the Capital in a most defenseless condition. 

On this basis the arrangements were made. I explained 
to General Butler that he could land at the Naval Academy 
grounds under cover of the frigate Constitution, and at your 
request sent a battery, under Lieut. Watmough, to Perry- 
ville to cover the embarkation at that point, with guns and 
seamen, under Commander Steedman and Lieut. Crosby, to 
arm the Maryland, at the same time despatching the Phila- 
delphia ice-boat, with a heavy battery, under Commander 
Glissen, to Annapolis. 

At this time all intercourse with Washington was cut off 
by telegra})h and railroad, and it was the deep impression 
made on my mind of the importance of securing the Anna- 
polis route, as suggested by you, that caused me to give you 
all the assistance in my power. 

I think it well to add to the above statement, that the 
first despatches of the disaster at " Bnll Run" were received 
by you, or passed through your office, and that you sent for 
me at the Navy Yard, to ask my opinion whether you 
should not get ready to organize the Annapolis route a 
second time, to forward reinforcements in case Baltimore 
should rise again. 

In short, I have never seen more energy and zeal in a 
public officer than marked your whole conduct, and that of 
the agents employed under you, during tlie dark hours I 
have alluded to, and it gives me pleasure to say so. 
I am, dear sir, yours, very truly, 

S. F. DuPONT, U.S.N. 
S. M. Felton, Esq., 

PresH P., W. & B. R. R. Co. 



35 

No. 11. 

Statement hy Nicholas P. Trisi, Payraasier of the Philadelphia, 
Wilmingfon d- Baltimore Railroad Company. 

In December of last year, (I860,) at the desire of Mr. Fel- 
ton, President of tliis Company, I followed him into liis 
office, that he might converse with me upon a subject which 
he there unfolded in detail. In view of the events then 
looming up, and of the probability of a state of things in 
Baltimore which might render it impossible or unadvisable 
to send, through that city, troops for the protection of Wash- 
ington, it had occurred to him that down the Delaware rail- 
road to Seaford, and thence by steamer up the Potomac, 
would be an eligible route. Our conversation resulted in a 
modification of this plan, suggested by the probability that 
the seizure of Fort Washington would be among the earliest 
measures of the conspirators ; or, if that should not have 
taken place, batteries lower down on the Potomac would 
render the passage of vessels up the river perilous, if not 
impracticable. The modification consisted in the adoption 
of Annapolis, or some neighboring point on the Maryland 
shore, as the place to which troops should be conveyed from 
Seaford, 

On that occasion, Mr. Felton evinced the strongest solici- 
tude in regard to the safety of the nation's capital, and the 
inauguration of the President elect ; and the determination 
that all means under his control, so far as these could be 
made available towards the object, should be used with all 
possible energy. " The time has come," said he, " when 
there must be but two parties recognized in the country — 
Union men and disunion men." 



36 

The result of this conversation, together with a map and 
some memoranda, was immediately communicated by me 
to Gen'l Scott, who had then recently gone to Washington, 
and whom I saw there a few days afterwards, having made 
the journey at Mr. Felton's request, to impart to the General, 
orally, information in regard to the organization and designs 
of the conspirators in Maryland and other border States, 
which the former had obtained from sources known to him 
to be reliable, with which he was in constant communication. 
In this respect, as I became more and more full}^ aware, with 
the progress of the crisis, he possessed very rare advantages, 
resulting from the position he held and the relation of mutual 
confidence and friendship which, in the course of his profes- 
sional career, had grown up between himself and a large 
number of the right sort of men. And of those advantages 
he made the most. 

Passing over the intervening period, (which elicited nu- 
merous manifestations of the determination expressed by Mr, 
F. on the occasion just stated, and of a corresponding spirit 
in the employes of the road, one and all,) I come to the 
time of its severest test, when such manifestations were 
called forth hourly, by day and by night, for many weeks in 
succession. 

On the 13th of April, I again went to Washington at Mr. 
F.'s request ; the object of this journey also being to impart 
information to Gen'l Scott, and especially to make known 
to him the impending destruction of our bridges. Thus far, 
the means employed by Mr. F. to prevent this had proved 
effectual ; but now the resources at his command had become 
totally inadequate, and their destruction was inevitable, un- 



37 

less prevented by aid from the Grovernment, Tlie General 
was fully aware of this, and told me in confidence that a 
considerable force — six thousand men was, I think, the num- 
ber — was at the earliest possible moment, to be posted along 
the road between Wilmington and Baltimore. 

On the 18th I got back to Philadelphia, where I found 
Mr. Felton awaiting me on tlie platform. In his office was 
Mr. Thompson, President of the Pennsylvania Kailroad, who 
had been commissioned by the Secretary of War to concert 
measures with Mr. F. for the transportation of troops. That 
day was an exceedingly busy one; its chief event being the 
arrival and expediting of the Massachusetts Sixth, on its way 
to the murderous assault which had been prepared for its 
reception by the conspirators in Baltimore, as the means 
whereby the game of "precipitation" should be made suc- 
cessful in their State. As the midnight train was about to 
start, an officer of the New York Seventh presented himself, 
en route to Washington, and bringing the assurance that his 
regiment would leave in the afternoon of the next day, and 
the few words of conversation, for which there was time, 
between Mr. F. and himself, resulted in his telegraphing to 
Col. Leflferts to expedite his departure from New York as 
much earlier as the hour intended, as might be practicable, 
and in Mr. F.'s writing to Col. L. to the same eftect. 

On the day following, (the ever memorable 19th of April,) 
the telegraph brought us intelligence of the assault upon the 
Massachusetts " invaders." and kept us apprised of the course 
of events there. This caused Mr. F. to revert to that Deceftiber 
plan, so far as regarded landing at Annapolis ; and late in 
the afternoon it was definitively settled between Mr. Thomp- 



38 

son and himself, with reference to the troops expected here 
that night, (the Massachusetts 8th, under Gen'l Butler, and 
the Kew York 7th,) that they should be hurried down this 
road as far as Perrjville, and thence, by the steamer Mary- 
land, (the Company's great ferry-boat,) to Annapolis. This 
plan was forthwith submitted to the military authorities for 
their sanction ; and having been approved at a conference 
which took place at Gen'l Patterson's — -present himself. Gov. 
Curtin, Gen'l Cadwalader, and Mayor Henry — measures 
were at once entered upon to carry it out. Among these 
were arrangements for despatching a number of propellers 
through the Delaware k Chesapeake Canal, to Perryville, to 
take the place of the steamer Maryland as ferry-boat, and 
for general purposes. 

All being thus settled, I again set out for Washington by 
the midnight train; this being judged by Mr. F. and myself 
advisable, in order to insure Gen'l Scott's becoming informed 
of these arrangements, agreeably to which the two regi- 
ments above named were to reach Perryville in time to em- 
bark there about four o'clock in the morning, and land at 
Annapolis about seven hours afterwards; that is, before 
mid-day on the 20tli. As the train was about to start, Mr. 
Felton left me to see Gen'l Butler, who had arrived with his 
regiment some hours previously, during the conference at 
Gen'l Patterson's. 

As our train- entered Baltimore, the railroad bridge at 
Canton was seen to be in flames ; and soon afterwards the 
train was stopped and surrounded by a body of police and 
military, under the command of Major Trimble, who, as I 
was informed by our conductor, seized it in the name of the 



39 

Governor of the State and the Mayor of the city. Taking 
the engine and such of the cars as he required, and impress- 
ing into his service the men who had charge of the train, 
he proceeded up the road, leaving the rest where it had been 
stopped. The stoppage caused us to miss the connection; 
in consequence of which I was retarded a few hours in 
reaching Washington, where the intelligence from Philadel- 
phia proved most acceptable. 

On my return here, on the night of the 25th, I found "the 
Annapolis route" in full operation, and givnig full employ- 
ment to every man in the Company's service. Not one, 
from the President down, but whose energies wei'e tasked to 
the utmost in their respective spheres of work and of respon- 
sibility. With all, the paramount motive, the all- en grossing 
thought, the feeling which mastered every other feeling, was 
one and the same — the Oovernment must he maintained. The 
President of the Company, by his words and by his example, 
had tilled every man under him with this spirit. Every one 
of them felt, as well as knew, that the road was now the 
Government's road, that the paramount rule of conduct for 
all was, that Government business must take precedence of 
all other business, of whatever nature it might be, and that 
it must be despatched with all possible energy and all possi- 
ble alacrity. When found to interfere with this, all regula- 
tions, however peremptory they might be, were overridden. 

Throughout the crisis, that sense of his obligations towards 
the Company, with whose property and whose interests he 
is entrusted, by which the President is habitually governed, 
was, I felt sure, entirely subordinate to the desire to make 
the road useful to the Government. This, I had no doubt, 



40 

was at all moments, the uppermost thought in his mind- 
So soon as the state of things in that quarter had become 
such as to admit of this, the work of re-building the burnt 
bridges was entered upon, and was pushed with the utmost 
vigor. At this period, I learned that so soon as the line to 
Baltimore should be re-established, the fare for troops was 
to be reduced to two-thirds of the usual rate ; the President 
observing that whilst the road was only receiving the fare 
to Perryville, when its whole force was devoted to the ser- 
vice of the Government, the expenses being about the same 
that they would have been had the line been open to Balti- 
more, such reduction was not reconcilable with justice to- 
wards those with whose interests he was entrusted, 

N. F. TRIST. 
Philadelphia, Decemher 18, 1861. 








% 012 608 091 8 9 




V.^ -^ 









